Method of and apparatus for starting engines



Nov. .5, 1946. A. G. Somme; JR 1 2,410,403

amen or m Argm'ru's FOR srrmrme mamas Filed June 12. 1943 2 Shuts-Sheet 1 4 mila INVENTOR ALBERT Or Dan/- 5 J5.

Y Hana/s, K/sc/I, F225 Ten (5 Hana/s Nov. 5, 1946. BODINE, JR 2,410,403

METHOD OF AND APPARATUS FOR STARTING ENGINES Filed June 12, 1943 2 Sheets-Sheet 2 E Generaror .Z'Nvewron ALasnr 6*. Dow/vs JR. fly

ATTOBNEYJ Patented- Nov. 5, 1946 METHOD oF AND APPARATUS FOR STARTING ENGINES Application June 12, 1943, Serial No. 490,583

- 8 Claims.

This invention relates to a method of and apparatus for starting engines, and, since it finds particular utility in forms adapted for starting spark ignition engines of vehicles, such as aircraft and tanks, utilizing a mixture of air and gasoline-- vapor, the objects and advantages of my invention in such connection and forms of embodiment thereof capable of such use are described hereinafter, it being understood that my invention is not restricted to such use.

Such engines are designed for starting and operating with definite gasoline-air ratiosf for example, airplane engines are usually designed for normal operation in flight with a ratio of-about .05pound of gasoline to ,1 pound of air. At this ratio, which may be referred to as lean cruising ratio, the conventional airplane engine operates smoothly and efficiently. Engines designedfor such a normal operating ratio of gasoline and air usually are easily started by the conventional starter mechanism and ignition system with a mixture of about .10 pound of gasoline to 1 pound of air at atmospheric temperatures approaching normal room temperature. This mixture may be referred to as rich take-ofi or starting mixture.

The range of ratios of gasoline to air at which the conventional aircraft engine can be readily started at atmospheric temperatures approximating normal room temperature is rather wide and is frequently from .05 pound of gasoline to 1 pound of air, to .10 pound of gasoline to 1 pound of air. The conventional means for supplying gasoline to the airplane engine during the time that the starting mechanism is actuated and before ignition occurs, such as a priming pump delivering the gasoline to the combustion chambers through a fixed jet, are for this reason not ordinarily of such construction as to be readily adjustable by the pilot or engineer for varying within narrow limits such gasoline-air ratio.

As the atmospheric temperature at which it is desired to start the airplane engine is lowered, the range of ratios of gasoline to air in the mixture at which the engine can be readilystarted by the usual starter and ignition systems diminishes greatly. This is because the ignition temperature of a mixture of a given ratio of gasoline and air is dependent upon the energy level of the air or its capacity under the excitation of an ignition spark to disassociate and oxidize the 'vaporized gasoline. This energy level in turn in the ordinary airplane engine is dependent entirely upon the energy of translation of the oxygen molecules throughspace. Consequently, as the temperature of the air diminishes, the energy level of the gasoline-air mixture lowers, decreasing greatly the range of ratios of gasoline and air at which ignition will occur under the conventional pressure and spark conditions provided by the usual starter and ignition system.

It is impossible for the airplane pilot or engineer to quickly determine for a given atmospheric temperature below normal room temperature or, having made such a determination, to adjust the gasoline delivery system to provide a ratio of gasoline and air'within that narrow range required for such temperature at which ignition under such conditions will readily occur.

As a consequence, when airplane engines of such conventional construction which are capable of readily starting at approximately normal room temperature are attempted to be started at atmospheric temperatures substantially lower, great difficulty is encountered, and much time consumed, with disastrous results to our armed forces, in either warming the air or the engine to a temperature approaching normal room temperature or by empirically and blindly varying the ratio of gasoline and air in the mixture to that narrow range at which ignition will occur a such reduced temperatures.

It is an object of my invention to provide a method of and apparatus for delivering to a spark 30 ignition engine a mixture of gasoline and a combustion supporting gas at such energy level as to be readily combustible at standard ratios by spark ignition under all atmospheric temperature conditions.

35 It is another object of my invention to provide a method of and apparatus for starting a spark ignition engine by providing a mixture of fuel, such as gasoline and air, which is combustible by spark ignition at all atmospheric temperatures and in all of the ratios of such ingredients, in which such mixture is accomplished by conventional'mixture control apparatus in the operation of such a spark ignition engine.

Further objects of my invention include the 5 provision of such a method and apparatus which is positive in operation, which requires no experience or particular skill for its operation or performance, and which does not affect the ratio of gasoline to air or the combustion character- 5 istics of such a mixture after the engine is started.

Other objects of my invention comprise the provision of an apparatus of the class described which is automatically actuated when the starter 55 circuit of the engine is closed, which may be readily and inexpensively installed in a spark ignition engine, and which may be energized by the conventional current source associated with such engine.

More specifically my invention contemplates the raising of the energy level of a gasoline-air mixture for a spark ignition engine by imparting to the oxygen atomic vibratory energy separate from its heat or translatory energy, whereby the range of ratios of gasoline to air at which combustion by spark ignition will occur at reduced temperatures is greatly enhanced and substantially equal to the range of such ratios over which such engine may be operated at temperatures approaching normal room temperature.

These and other objects of my invention are accomplished by supplying to the air charged with the gasoline to a spark ignition engine during the starting operation a quantity of ozone developed in such air charge prior to the commencement of and during the engine starting operation. My invention contemplates the creation of such ozone Without the development of any nitrous oxide, which'nitrous oxide combined with the water in the air would be harmful in the engine, by avoiding a point electrical discharge and reforming the oxygen in the air by a corona or brush type electrical discharge.

Apparatus embodying my invention and capable of performing the method of my invention is described in the following specification, which may be more readily understood by reference to the accompanying drawings, in which Fig. 1 is an elevational view partially sectioned and partially diagrammatic of such an apparatus installed in an airplane engine;

Fig. 2 is an end view of the air inlet passage of the apparatus illustrated in Fig. 1; and

Fig. 3 is an elevational view partially sectioned and partially diagrammatic of an embodiment of the apparatus of my invention installed in a spark ignition engine of a vehicle, such as a tank.

Referring to the drawings, which are for illustrative purposes only, the numeral it indicates an airplane engine of conventional construction having at its forward end a propeller shaft 52 adapted for driving a propeller is mounted thereon. The engine .il, which is of the spark ignition type, is provided with an annular inlet manifold it through which a mixture of gasoline vapor and air is supplied by an internal supercharger. The ratio of gasoline to air is controlled during operation by a carburetor l6 communicating with a source of liquid gasoline and cornmunicating with an air inlet passage ill formed in a cowl l8 surrounding the engine Eli.

As well illustrated in Figs. 1 and 2, the air inlet passage l'l includes inner and outer side walls I9 and arcuate in form and concentric with the cowl l8 and curved'end walls connecting such side walls and converging rearwardly of the cowl IS. The air inlet passage H communicates at its forward end with the atmosphere and supplies air to the carburetor l6 and annular inlet manifold M, acting as an air scoop during flight.

The carburetor I6 is usually provided with means for supplying gasoline to the manifold 14 during the starting operation through a fixed jet, such means usually comprising a fuel pump Secured by insulated bushings 22 adjacent the inner and outer side walls 19 and 20 of the air inlet passage H and separated therefrom by an insulating sheet 23 is an electrode plate 2!. The bushings 22 may be insulated by any suitable material, such as a plastic, and the insulating sheets 23 may be formed of a similar insulating material or of glass. Preferably there is provided on the inner surface of each of the electrode plates 24 an inner insulating sheet 25 for for a purpose which will be later described.

The electrode plates 2% are connected to a suitable source of high voltage, which may he the conventinal buzzer coil, or a high voltage generator. In the embodiment illustrated. in the drawings the source of high potential includes a high voltage secondary winding 25, the electrode plates 24 in the air inlet passage i; being connected to opposite terminals thereof. The high voltage secondary winding 25 is part of a transformer 2'5 which includes a low voltage primary winding 28 linked to the high voltage secondary winding 28 by a continuous coil 29. One end of the primary winding 28 is connected to ground at 30, and the other end is connected by a conductor St to a stationary contact 32. The stationary contact 32 is part of a make-and-break apparatus 33, which may be of any suitable construction. The make-and-break apparatus 33 illustrated in the drawings is of a buzzer type, including a movable contact 3% carried by a switch element 35 which is urged to circuit closing position by a spring 36.

The switch element 35 is provided with an armature 3! adapted to be drawn toward a. coil 38 into position opening the contacts 32 and 3! when the coil is energized. The coil 38 is connected to the movable contact 3% and by a conductor as to a movable contact fill carried by a switch element 8H. The switch element it is normally in circuit closing position in which the movable contact is in. engagement with a stationary contact 12, which is connected by a conductor 52a to a stationary contact 3. The stationary contact it is adapted for engagement with a movable contact as carried by a switch element 45 which is normally in circuit opening position. The movable contact is connected by a conductor't fi to one terminal of a source of electrical current, such as a battery i6. usually associated the engine i i, the other terminal of which is connected at ll to the ground 58. The numeral H8 indicates a magneto connected by conductors its to each spark plug $25 associated with the engine in the usual manner.

The switch element All is provided an ar-' mature 49 surrounded by a coil 5% adapted to draw the switch element ll to circuit opening position when the coil 58 is energized. The coil 59 is connected by a conductor 98 to ground and by conductors 89 and 130 to a generator lei associated with the engine ii, so that the coil 5% is energized when the engine ii is operating and the generator circuit is energized. The generator llli is connected through a conventional cut-- 7 out N32 to the battery 48.

the switch H35 Similarly the switch element 45 is provided with an armature 52 surrounded by a coil 53 adapted for moving the switch element 45 into circuit closing position when the coil 53 is energized. The coil 53 is connected by a conductor I03 to ground and through a, conductor 5M and starter switch 05 to the battery #6, so that, when is closed to supply current through a conductor to starter IN, the coil 53 is energized. The switch element 45 is adapted for manual actuation by the pilot or engineer of the aircraft and for such purpose is located in a convenient place for such operation, as, for example, in the pilots compartment, and is provided with a suitable actuating button 55.

It is not necessary that the high voltage output of the secondary winding 26 be of high frequency, inasmuch as the primary and secondary windings 28 and 26 are so designed with respect to the source of current supply 46 as to provide to the electrode plates 24 voltage sufficient to provide the desired type of discharge between them in the air inlet passage ll. This voltage is maintained insufiicient to provide an are between the electrode plates 24, inasmuch as an arc generates nitrous oxide, which, combined with water in the air, forms acid severely corrosive to the engine parts with which they come in contact.

The voltage supplied to the electrode plates 24 is sufficient to provide a moderate corona or brush discharge. The insulating sheet 25 upon the inner side of each of the electrode plates 24 is of a material which does not de-energize ozone and may be of glass or Cellophane. The electrode plates 24 extend circumferentially and longitudinally of the air inlet passage H a substantial distance, providing extensive surfaces so that the electrical discharge is not a point discharge, and the generation of nitrous oxide incidental to such a pointdischarge is prevented.

When it is desired to start the engine ii, the pilot or engineer of the airplane closes the movable switch element 45, thus connecting the battery 66 through the conductors 56 and 52a, normally closed contacts 42 and 50, and conductor 39 to the coil 38 and normally closed contacts 32 and 34. When the coil 38 is energized, the switch element 35 is moved to circuit opening position de-energizing the coil 38 and permitting the switch element 35 to return to circuit closing position. The circuit is thus rapidly and The switch element 45 is retained in circuit closing position for that length of time before the engine starter circuit is closed which is necessary to convert oxygen in the air inlet passage H to ozone in the desired degree of' concentration. This period of time of course varies with the characteristics of the apparatus, such as the quantity of air in theair inlet passage I'I,

the distance between the electrode plates 24, and

alternately opened and closed through the conductor 3i and primary winding 28 to the ground at 30.

An alternating current of the desired voltage is thus set up in the secondary winding 26 providing to the electrode plates 20 in the air inlet passage I? a voltage-of that value suitable for providing a moderate corona or brush discharge between them.

This discharge between the electrode plates 26 is continued while the pilot maintains the switch element 85 in circuit closing position. When the pilot closes the engine starter switch I05, the coil 53 is energized, thus retaining the switch element in circuit closing position and permitting the pilot to release the control button 55 thereon. The corona or brush discharge between the pairs of electrode plates 2d is thus continued while the engine starter circuit is energized.

As soon as the engine H starts, the generator circuit associated therewith is energized, thus energizing the coil and moving the switch elelment ll to circuit opening position terminating preventing the acceleration of combustion by the continuous supply of ozone during engine operation which would completely nullify the antiknock characteristic of the gasoline or combustion decelerating compounds added thereto and subject the engine to damaging stresses.

the area of such electrode plates. Likewise the degree of concentration of the ozone desired within the air in the air inlet passage H and consequently in the mixture of air and gasoline in the cylinders of the engine II, which may be desired, varies with the extent to which atmospheric temperature, and hence the temperature of the air within the air inlet passage II, is below normal room temperature, and the delay which is permissible between the energizing of the engine starter circuit and the starting of the engine i i. While the rate of increase of the concentration of ozone within the air in the air inlet passage il decreases as the concentration increases, as the temperature of the air in the inlet passage decreases, the equilibrium concentration of ozone therein for any given energy input is increased. Therefore, as the need for ozone in the air charge increases because of lowered atmospheric temperature, the concentration of ozone increases for a specific time of energize.- tion of the electrode plates 20.

I have found that by maintaining for about 30 seconds to 3 minutes a suitable voltage between the electrode plates 28 in the air inlet passage ll of a spark ignition engine, such as employed in a heavy type of bomber plane currently being manufactured and used, there is created a concentration of ozone of the order of about 4 per cent to '7 per cent in the mixture of air and gasoline in the cylinders of the engine, and that this is effective to cause the engine to start immediately at very low atmospheric temperatures, such as F., when the engine starter circuit is energized. Concentrations of ozone of the order of 5 per cent to about 10 per cent in the mixture of air and gasoline in the cylinders of such an engine having normal operating characteristics of .05 pound of gasoline per pound of air at lean cruising speed and .10 poundof gasoline per pound of air at rich take-on speed permit the immediate starting of the engine when the engine starter circuit is closed, utilizing ratios of gasoline to air in the range from .03 to 1, to 1.2 to 1 by weight, whereas at such a-reduced temperature without the introduction of ozone the ratio of gasoline to air at which the engine can be quickly started is limited to the range of about .07 to 1, to about .08 to 1 by weight. Ozone in the gasoline-air charge to any concentration, however small, raises the energy level and hence facilitates combustion and the initiation of engine operation.

Illustrated in Fig. 3 is another embodiment of the apparatus of my invention capable of performing my method and adapted for use with spark ignition engines of vehicles such as tanks or the like. The numeral 57 indicates such an engine of conventional construction having an inlet manifold 59 connected through a carburetor- 59 with a source of gasoline and an air inlet pipe 60. Since the air inlet pipe 60 of conventional construction is usually not of sufilcient volume for the purpose of my invention, I have indicated by the numeral 62 a reservoir or container, to one end 63 of which the air inlet cylindrical in form, is a tubular electrode 66 covered with a layer 1 of suitable insulating material, such as Cellophane or glass, to insulate the metal electrode 6 from the ozone within the container 62. The inner surface of the walls of the container 62 may be provided with a layer 68 of similar insulating material for the same purpose.

The electrode 58 is connected by a conductor 69 to one end of a high voltage secondary winding II, the other end of which is connected to ground at H The secondary winding 18 is linked by a continuous coil l2 to a low voltage primary windlug-I3 forming a transformer T4. One end of the primary winding 13 is connected to ground at 15,

and the other end is connected to a stationary contact [5 adapted for engagement with a movable contact ll carried by a movable switch elemeat 18. The movable switch element- 18 is urged to a. normally circuit closing position by a spring 5.

The movable contact I1 is connected through a coil 18c surrounding an armature 19a mounted on the movable switch element E8 to a movable contact 80 by a conductor 8!. The movable contact 8D is carried by a movable switch element 8 la and is adapted for engagement with a stationary contact 82 connected by a conductor a: to a movable contact 8%. The movable contact 86 is carried by a movable switch element 85 and is adapted for engagement with a stationary contact 86. The stationary contact 86 is connected through a conductor 81 to one terminal of a source of electrical energy, such as a battery .88 commonly associated with the engine 57, the other terminal of which is connected to ground at 89.

The movable switch element 8h: is provided with an armature 9U surrounded by a coil 9! which is connected. by a conductor W5 to ground and through a conductor Hi9 and starter switch I 50 to the battery 88. When the starter switch I It is closed, current from the battery 08 is supplied through a conductor Hi to starter H2. In a similar manner the movable switch element 85 is provided with an armature 93 surrounded by a coil 84 connected by a conductor 5 3 to ground and by conductors HQ and H5 to a generator H6 as ociated with the engine 51. The generator 5 i6 is connected through a conventional cutout Hi to the battery 88. The movable switch element 8th is provided with an actuating knob d6 located conveniently for actuation by the driver of the vehicle, as, for example, upon the dashboard in the driver's compartment.

The coil 5d operates to retain. the movable switch element Sit: in circuit closing position when the driver has released the pressure upon the actuating knob 36 so long as the starter switch i H! is closed and until the generator circuit is energized by operation of the engine 51. when the engine 51? commences operation, the generator circuit is energized, thus energizing the coil 93 and moving the switch element 85 from its normal circuit closing position to circuit opening position. thus terminating the generation of ozone within the container 62 in a manner previously described.

This embodiment of my invention operates in the same manner as that embodiment previously described, oxygen in the air being converted into ozone as the air passes transversely across and longitudinally of the container 62 between the electrode 66 and the side wall of the container 62 which acts as a ground.

In both embodiments of my invention oxygen in a quiescent body of confined air, prior to the time that such air is mixed with gasoline and delivered to the combustion chamber of a spark ignition engine, is converted into ozone'in such concentration that, when the air containing it is mixed with gasoline in such spark ignition engine within that range of ratios at which the engine is designed for operating at temperatures approximating normal room temperature, the energy level of the mixture is raised sufficiently that combustion in response to spark ignition occurs as quickly and as readily at any atmospheric temperature as it does in the absence of such ozone at temperatures approximating room temperature.

While those embodiments of my invention hereinbefore illustrated and described are fully capable of providing the advantages and accomplishing the objects and performing the method of my invention, it will be obvious to those skilled in the art that such objects may be attained, such advantages secured, and such method performed by other apparatus including many alterations and modifications of the illustrated and described apparatus, and my invention is therefore to be understood as not restricted to the specific forms selected for its illustration but as including all those modifications and variations coming within the scope of the claims which follow.

I claim as my invention:

1. In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in proportions employed during engine operation, which engine has an air inlet, a spark ignition system for generating a. spark in a combustion chamber, and starter means'for energizingsuch system, the combination of a source of high potential electric current; electrode means connected to said source and positioned in and adapted for generating ozone in the air inlet; switch means adapted for opening and closing the connection between said source and said electrode means independently of the actuation of the starter means; and means adapted for automatically opening said switch means upon commencement of engine operation.

2. In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in proportions employed during engine operation, which engine has an air inlet, a spark ignition system for generating a spark in a combustion chamber, and starter means for energizing such system, the combination of a source of high potential electric current; electrode means connected to said source and positioned in and adapted 'for generating ozone in. the air inlet; manually operable switch means adapted for opening and closing the connection between said source and said electrode means; and means associated with the starter means and adapted for automatically retaming said switch means in circuitclosing position while the starter means is actuated.

3.- In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in any proportion employed during engine operation, which engine has an air inlet passage, a generator for generating electrical energy during engine operation, a spark ignition system for generating a spark in a combustion chamber, and starter means for delivering such mixture to such combustion chamber and energizing such system prior to combustion, the combination of: a source of high potential electric current; electrode means. connected to said source and adapted for generating ozone in the air inlet passage; switch means adapted for opening and closing the connection between said source and said electrode means; and means adapted for automatically opening such connection upon commencement of operation of the generator.

4. In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in any proportion employed during engine operation, which engine has an air inlet scoop, a generator for generating electrical energy during engine eration of the generator; and a relay associated with the starter means and adapted for automatically retaining said switch means closed duroperation, a spark ignition system for generating a spark in a combustion chamber, and starter means for delivering such mixture to such combustion chamber and energizing such system prior to combustion, the combination of a source of high potential electric current; electrode means connected to said source and positioned in and adapted for generating ozonein the air inlet scoop; manually operable switch means adapted for opening and closing the connection between said source and said electrode means; means associated with the generator and adapted for automatically opening such connection upon commencement of operation of the generator; and means associated with the starter means and adapted for automatically retaining said switch means closed during actuation of the starter means.

5. In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizingan air-gasoline mixture in any proportion employed during engine operation,

which engine has an air inlet. $0001), a generator I for generating electrical energy during engine operation, a spark ignition system for'generating a spark in a combustion chamber, and starter means for delivering such mixture to such combustion chamber and energizing such system rior to combustion,-the combination or: a source of ing actuation of the starter means.

6. In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in any proportion employed during engine operation, which engine has an air inlet scoop, a generator for generating electrical energy during engine operation, a source of electric current, a spark ignition system for generating a spark in a combustion chamber, and starter means for delivering such mixture to such combustion chamber and connecting such system to the current source prior to combustion, the combination of: means connected to the current source and adapted for supplying high potential electric current; elec-- trode means adapted for generating ozone in the air inlet scoop; an electric circuit connecting said electrode means and said high potential supplying means; switch means adapted for opening and closing said circuit; a relay associated with the generator and adapted for automatically opening said circuit upon commencement of operation of such generator; and a relay associated with the starter meansand adapted for automatically retaining said switch means closed during actuation of the starter means. I

7. In an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in proportions employed during engine operation, which engine has an air inlet, a .spark ignition system for generating a spark in a combustion chamber,

I and starter means for energizing such system,

the combination of: a source of high potential electric current; electrode. means connected to said source and positioned in and adapted for generating ozone in the air inlet; and manually operable switch means adapted for opening and closing the connection between said source and said electrode means independentlyof the operation of the starter means.

8.In-an apparatus for starting operation at any atmospheric temperature of a spark ignition engine utilizing an air-gasoline mixture in proportions employed during engine operation, which engine has an air inlet, a spark ignition system for generating a spark in a combustion chamber, and starter means for energizing such system,'the combination of a source of high potential electric current; a pair of electrode means spaced from each other and connected to said source and positioned in the air inlet and adapted for enerating ozone in the air passing between said 4 mencement of en ine operation.

ALBERT o. BODINE, .m. 

